- The Parade of Planes. How often do you get to see a large mass of planes in a parade from the airport to the convention center? But thanks to the wonders of livestreaming, I’ll be able to see this event tomorrow, Oct. 10 from 10:00 a.m. to 1:00 p.m. Pacific time. I even get AOPA President Craig Fuller and AOPA Pilot Editor Tom Haines giving me their personal commentary on the festivities. And you can follow along using the Twitter hashtag #AOPAPOP.
- iPads, iPads, iPads! There are some great iPad education sessions this year, including: Advanced iPad: Tips and Tricks for Becoming an Expert; iPad 101; iPad Weather Options; and iPad: Beyond the EFB. And please use the hashtag #AOPAiPad so we can all follow along.
- The 2012 Elections’ Effect on GA. During the Friday keynote address, Fuller, actor/pilot Harrison Ford, Acting FAA Administrator Michael Huerta, Haines and Flying magazine Editor Robert Goyer will discuss how GA will be affected after the election. The hashtag for the Friday keynote is #AOPAKey2.
- The Thursday Keynote. This event includes Adam Kisielewski, awounded war veteran and LSA pilot who will share his inspirational story. And Craig Fuller will moderate a panel with Haines, AOPA Pilot Senior Editor Dave Hirschman and Editor at Large Tom Horne where they will talk about their global GA travels. The Twitter hashtag for this event is #AOPAKey1.
- The Center to Advance the Pilot Community. Senior VP Adam Smith will join others with more details on this new initiative, including plans to work with flying clubs, along with the winners of the Flight Training scholarships and the Flight Training CFIs and flight school award winners.
- New Sweeps Plane. Right after we give away the Aviat Husky, we’ll announce the next sweeps plane. Don’t ask me what it is!!
- Airportfest. Speaking of planes, check out the display of aircraft surrounding the convention center, ranging from the Beech S35 to the Van’s RV-14.
- A Night For Flight Gala. This event provides a lovely evening of food, fun, and amazing entertainment, all to benefit the work of the AOPA Foundation. If you can’t make the event, you can still help by bidding on items at the online auction. There are prizes that fit any pocketbook, so please put in a bid by Oct. 13.
- The Exhibit Hall. I’m a student pilot, so of course I want to see — and buy — the latest gear. The Summit exhibit hall will have around 400 booths that will let attendees to just that!
- The people. Having already attended Sun ‘N Fun and Oshkosh this year, I’m convinced we have the best members. I’m sorry I won’t be able to meet more of them at Summit this year. But I’ll see you in Fort Worth in 2013!
Given his decades of flying in challenging Alaska, his comments and observations are particularly valuable. He cut and pasted my article into his email and then inserted his comments into the article [I've noted his inserted comments in italics.] I’ve posted his letter verbatim below. What do you think?
I will save a copy of this article in my past great article file. Do not change anything it’s great. You are 200% correct and to me this is one of the pieces to the puzzle of why GA is going backwards.
My comments ( not to be confused with changes, do not change anything in this article) are in red. [I have put Jim's comments in ital--Ed.]
When I write about using my Beechcraft Bonanza for transportation, I frequently get questions from members asking how to best plan for weather contingencies when flying a single-engine piston airplane. Good question. I wish there was a single, simple answer.
My first question to myself when considering a trip where weather is a factor is about the capabilities of the airplane and myself. I do this all the time, sole searching myself has kept me safe I believe. Is this the sort of weather situation that can be handled in a single-engine piston airplane? Very good question, I ASK MYSELF THIS EVERY FLIGHT. Let’s face it, while we like to crow about the utility of flying ourselves, there are limits, especially when flying airplanes like mine. I agree 200%, my plane is the same as yours 1969 U206/G. The plane is non turbo, no anti ice and was set up for economy, lost cost, LOP, and carrying allot weight. My plane has got to return money to the coffers. I am a plumber in Northern Alaska traveling from village to village (my pickup). It not a toy. I fly it 300 hours plus per year and about 10% is in hard IMC. Did I mention that I live in Northern Alaska and we have icing here (350 days a year).
Without even turbocharging to get into the flight levels, no ice protection except pitot heat, and no pressurization, my options are limited. No airplane is immune to weather, but with a turboprop, pressurization, and icing protection—and maybe even airborne radar—you can get through more situations than those of us who fly more pedestrian machines. Agreed, exactly correct, Looked at getting a Caravan numerous times. While a Caravan would add to the utility it would not return money to the coffers. The Math simply is not there.
Putting the gear aside for a moment, how am I doing? Instrument current and confident? Rested, hydrated, and nourished enough and feeling up to a challenge that may be a couple of hours down the airway—after I’ve been sitting at 9,000 or 10,000 feet all that time? And am I really up to the challenge today? I’m usually game for going for a look-see, but there is an occasional day where I simply don’t feel like running the flight planning gauntlet and the hassle that may come from having to stop short of the planned destination. Excellent
Those are the days I just stay home or buy a ticket and let someone else do the work. This sentence and the timing of this article on my doorstep is so accurate. In the last two weeks I skip 7 days in a row going to Kaltag a village about 250 miles west. One the eighth day I went under published MVFR weather. Nine times out of ten I am single pilot VFR/IFR. This day I took a second pilot with me (inner voice). I have an STEC 30 A/P. Trip was non eventful other then hard IMC on the way home. Three days later I got ridiculed by other CFI for flying that day because of potential icing. Point is I do not have your option let someone else do the work. That not feasible, so I just wait for my window. A very old woman ask me last year if I ever had an accident with the plane. I told her no, I am way overdue!
However, making challenging flights is how we grow in our weather experience and decision making. Thank you for this sentence, you truly are a master at your writing skills, wish I could do this. Staying home when the sky darkens is a sure path to not getting much utility out of an airplane. Preaching to the choir. All things in life are in balance, sway one way and the story ends sadly, sway the other way and you lose utility and money. I am 60 now and been flying up here since the 70’s. Sometimes I think I have a PHD in this balancing act until I get caught, and I still get caught at times. Old Sicilian saying “you can be arrogant, you can be ignorant, however you cannot be arrogant and ignorant at the same time” Never forgot that and how it applies to Aviation. Next step for a lot of people is to sell the airplane, because they aren’t using it enough.
Most important for me is a flexible schedule. As I’ve said before, I don’t plan on traveling by GA anytime I have a hard and fast deadline to meet. If I don’t have the schedule flexibility to leave a day early or later and the forecast is for severe weather along the way, it’s not a trip for an airplane like mine.
There is no such thing as a hard and fast deadline in Northern Alaska. Been there done that, never ever to go back to it!
If I can take off in visual conditions and face building thunderstorms down the road, but know I can easily turn back to improving weather, that sounds doable. If the weather is isolated enough that I can easily get around it without nudging into fuel reserves—another good possibility. If the weather is at the destination, I’ll want to know how far it is to the nearest airport with visual conditions. A fuel stop may be required.
Once you take off, the plan may go out the window. Maybe that big gap between those storms fills in or the fog that is expected to lift at the destination doesn’t; then what? That’s when you act on the plan you made before takeoff—turn back or go elsewhere, or you dream up another one with the help of the onboard weather gear, Flight Watch, and ATC. This is when it’s great to have a co-pilot aboard who can seek weather information for other airports and routes while you fly the airplane. Did I mention how nice it is to have even a basic autopilot for such trips? YIPEEEEEEEE, would not go anywhere without my STEC30, Call me spoiled,
but I won’t fly in weather anymore without datalink weather. I wish I could say that, however the reality is there is no Satellite radio, ADS-B or Datalink in northern Alaska, now and we are not scheduled to receive it for three more years. I live in Jurassic Park in dinosaur land.
It’s changed the way I fly and the utility I get out of my airplane.
Returning from EAA AirVenture in July, Flight Training Editor Ian Twombly and I left beautiful weather in Appleton, Wisconsin, bound for Maryland. A line of thunderstorms stretched from Cleveland eastward. More storms were developing over West Virginia, but it looked like we had a clear path over Pittsburgh. As we progressed that afternoon (our schedule didn’t permit a morning flight) the two systems began to merge. Climbing to 11,000 feet to stay visual, we maneuvered among cloud tops and had to turn due south toward Parkersburg, West Virginia, to get through the narrowest part of the line. Thanks to the datalink weather, Stormscope, and ATC, we were in clouds less than five minutes and never got wet—despite some impressive thunderstorms east of our course. Once south of the line we turned east and paralleled it all the way home.
Returning from Wichita after flying the Cessna 182 JT-A diesel airplane (“Jet A for Your Skylane,” page 52), AOPA Live Executive Producer Warren Morningstar and I skirted similar weather in about the same place—again at 11,000 feet and with supremely clear skies behind us. We passed through beautiful sunset-lit cloud canyons and dodged to the south as dusk turned to darkness. We could see lightning in the clouds well north and south of us, but we weren’t in IMC more than five minutes during the entire trip. Challenging and satisfying flying, but started only with options available.
Articles like this are why I subscribe to AOPA magazine
Even after all these years, however, I’m intrigued by other accounts of that day. Today I read for the first time the 9/11 account of an FAA inspector who was then assigned to the FSDO at John F. Kennedy International in New York City, and posted today by airnation.net.
An interesting perspective and one I had not read before. Take a look and tell me if you agree.
Ted had recently acquired a windfall in the form of Sugar Pop, a donated Cessna 310 that would enable Cloud Nine to conduct more far-flung missions with its better range and weather equipment. (The photo shows Ted with Cloud Nine’s Piper Aztec, which he is in the process of selling.) Unfortunately, Sugar Pop was close to needing overhauls when she came into Cloud Nine’s fleet. Now she absolutely must have them, to the point that she is grounded and Cloud Nine has ceased operations until it can acquire the funds.
Although Armstrong generally shunned the spotlight of publicity, he continued to fly, moving from a Beech Bonanza to the Cessna 310 that he recently sold. He told AOPA Pilot Editor in Chief Tom Haines in May that he was planning his next aircraft purchase.
The New York Times reported that Armstrong died afterof complications from cardiovascular procedures, attributing the information to a statement from his family.
The statement is worth reading, and if it wasn’t written by Armstrong, it certainly was inspired by him:
“We are heartbroken to share the news that Neil Armstrong has passed away following complications resulting from cardiovascular procedures.
“Neil was our loving husband, father, grandfather, brother and friend.
“Neil Armstrong was also a reluctant American hero who always believed he was just doing his job. He served his Nation proudly, as a navy fighter pilot, test pilot, and astronaut. He also found success back home in his native Ohio in business and academia, and became a community leader in Cincinnati.
“He remained an advocate of aviation and exploration throughout his life and never lost his boyhood wonder of these pursuits.
“As much as Neil cherished his privacy, he always appreciated the expressions of good will from people around the world and from all walks of life.
“While we mourn the loss of a very good man, we also celebrate his remarkable life and hope that it serves as an example to young people around the world to work hard to make their dreams come true, to be willing to explore and push the limits, and to selflessly serve a cause greater than themselves.
“For those who may ask what they can do to honor Neil, we have a simple request. Honor his example of service, accomplishment and modesty, and the next time you walk outside on a clear night and see the moon smiling down at you, think of Neil Armstrong and give him a wink.”
Do you see similarities with the following quotes attributed to Armstrong, which I nominate as his best:
“This is one small step for [a] man, one giant leap for mankind.”
“I believe that every human has a finite number of heartbeats. I don’t intend to waste any of mine running around doing exercises.”
“Pilots take no special joy in walking. Pilots like flying.”
It’s been a brutal wildfire season in the western United States. And fewer large air assets are available for firefighting since Aero Union’s Lockheed P-3 Orion tankers were grounded last year.
10 Tanker Air Carrier (see the May 2012 AOPA Pilot article here or view the accompanying video on AOPA Live here), has modified the Douglas DC-10 for use as an airborne firefighter. Both of its former airliners have seen some service during this year’s fires. (Evergreen Aviation has modified a Boeing 747 for use as a tanker but said it has not been activated for service by the Forest Service.)
10 Tanker has invested millions developing, demonstrating, and deploying its technology. But the company says that its business model is viable only if it gets an exclusive-use contract from the Forest Service. An exclusive-use contract would provide more financial stability by paying the company to have the aircraft standing by and ready for almost immediate dispatch (the contract provides an amount per flight hour, as well). However, 10 Tanker has only received “call when needed” contracts—there’s no guaranteed payment, but the company agrees to respond within 24 hours of a call if aircraft are available (in this scenario the hourly rate is much higher).
“If used properly, [exclusive use] costs the government less to get the job done,” said Rick Hatton, 10 Tanker’s president and CEO; the cost per gallon of suppressant delivered is significantly lower, and high volume combined with short turnarounds can put more suppressant on a fire quickly. Without a multiyear exclusive-use contract, he said the privately funded company may well have to ground the airplanes altogether.
Evergreen notes in its statement that one reason the 747 is not flying is that the U.S. Forest Service’s specification for Next Generation Air Tanker aircraft limits tank size to 5,000 gallons–the 747 can carry 20,000 gallons, and the DC-10 tanker’s capacity is 11,600 gallons. The situation has prompted both companies to ask the public to contact their representatives in Washington, D.C. and ask them to examine current Forest Service policies regarding what it calls very large air tanker (VLAT) aircraft.
The call to action on 10 Tanker’s Facebook page is direct, and blog posts elsewhere indicate that absent a more suitable contract, the company could ground the aircraft in November. People in several towns credit the orange-and-white tankers with saving their homes–and I expect that some of them already have written their senators and representatives.
The limited information accompanying the video says it took place in Idaho’s Frank Church River of No Return Wilderness, and that density altitude was an issue. As best as I can tell, this is the preliminary NTSB report, which doesn’t offer many details. Nevertheless, it’s a dramatic depiction of density altitude’s effects on an aircraft that does not appear to be lightly loaded.
I’d love to read a Never Again by the pilot in this accident. I’d also love to know what he thinks about the video posted by his passengers, who apparently all were videotaping the flight. At the time of this post, the video had 338,978 views.
I was enjoying a can of G’Knight (yes, good beer now is available in cans), an imperial red ale brewed by the Oskar Blues Brewery in Colorado. (A rather tasty one, too, I might add.) On the can was a cryptic comment about the beer’s namesake–and an unassuming URL that looked like it could refer to an N number. As an aviation journalist I had to look it up.
Gordon Knight was a Nebraska native who flew Army helicopters in Vietnam, where he earned a Purple Heart. In 1988 he moved to Boulder and made the leap from home brewing to professional brewing. He also continued to fly helicopters–often as a aerial firefighter. Knight died 10 years ago today, at age 52, after his helicopter crashed while he was fighting a forest fire just outside of Lyons, Colorado. The registration of the helicopter he had been flying was N3978Y, anchoring the URL printed on the can.
Knight had worked at a number of Colorado breweries, but never Oskar Blues. Yet his peers in the brewery saw fit to name a beer for their colleague, who died while doing something he enjoyed–and while trying to make a difference. A gesture like that tells me a lot about a person.
Here’s to you, Gordon Knight. Even though we never had the chance to meet, it’s clear from what I’ve read about you that I would have enjoyed the opportunity.
Duster has a little bit of everything: a Stearman Kaydet, a tenacious lady crop duster, World War II baddies, and Texas. But before you can order a copy, it needs some financial help.
The 215-page book takes place in the closing days of World War II. A widowed housewife-turned-crop-duster struggles to rescue her daughter from a band of war criminals who crash near her small Texas farm.
Duster’s writers and artists have put the project on Kickstarter, which is an online funding platform for creative projects. In other words, they’re looking for people who would like to back the book–become “early adopters”–and help fund the creation of the art that they want to see. The campaign launched June 18 and needs to raise $26,000. As of today, 277 backers had kicked in a total of $18,433. The campaign closes on July 24. You can download a free 40-page preview of the book, including the first part of the air battle between Joanna Kent in her Stearman Kaydet and a Luftwaffe Junkers Ju-290. If you choose to back the project, the creators are offering a number of incentives (not unlike the public television pledge drives) based on the amount you contribute.
Duster’s writers are Micah Wright, creator of the Wildstorm Comics series Stormwatch: Team Achilles; and Jay Lender, writer and director of animated television shows SpongeBob SquarePants and Phineas and Ferb. The artists are Jok Coglitore (rough layouts) and Cristian Mallea (pencils and inks).
Since you don’t come across a lady crop duster very often in fiction, I asked Wright whether he’s a pilot. He’s not, but the character of Joanna Kent is loosely based on his grandmother, who was a cotton farmer’s wife in West Texas during World War II. “The pilot aspect of Jo was inspired by real-life aviation pioneers like Jackie Cochran and Nancy Harkness Love, the two commanders of the Women Airforce Service Pilots,” he said. “Although this isn’t a story about the WASP, Jo was definitely informed by the struggles those real female pilots went through in a very rigidly gender-defined world.”—By Jill W. Tallman
Savannah-Hardin County Airport in Savannah, Tenn., hosted this year’s Ladies Love Taildraggers fly-in, held June 1-3, and boy, do these folks know how to throw a party. Airport manager Montille Warren must have been an event planner in another life, because she pulled all the stops for the event: a fuel discount, a huge hangar that served as a dining hall and later a stage for a country band; and a huge Southern-style spread each day. Organizer Judy Birchler (the driving force behind Ladies Love Taildraggers and the proud owner of a bright-yellow Rans) and her crew of volunteers rounded up door prizes, freebies like keychains (and you know how pilots love freebies) and nightly entertainment.
What kind of entertainment? Well, Friday featured a Zumba class and a comedic poem by Kelly Jeffries about the trials and tribulations of building an airplane with her pilot-husband. Saturday was capped with performances by cowboy poet Woody Woodruff and country singer Ash Bowers.
Amazingly, there was no registration fee for the event. Judy and crew took donations–but 100 percent of the money collected was designated for Operation Homefront, a nonprofit that supports the families of service members and wounded warriors. AOPA Regional Manager Bob Minter told the crowd Friday night, “I’ve organized a lot of events, but I’ve never seen one like this one that had no registration fee and is entirely volunteer run.” The group ponied up more than $4,000, I was told.
Airplanes? Aeronca Champ; Taylorcraft; Cessna 140; Cessna 188; Bellanca Cruiseair; Super Decathlon; Citabria; Luscombe; Twin Beech; Cessna 195, Piper Super Cubs (at least three); Maule M5, Stearman, and a few I have yet to identify. (If you were there and I didn’t mention yours, apologies!)
The Homebuilt/Experimental category was well represented with several RVs, a Sonex, and a few I couldn’t identify. There were some 25 or 30 airplanes on the field for the event, and they came from 23 states. My trek from Maryland was a spin around the pattern compared to the trips by Kelly Jeffries, who brought her RV8 from New Hampshire; Cathy Page, who piloted her RV6 from Arizona; and Anne-Marie LaPointe, who rode a motorcycle from Ontario, Canada.
The variety of taildraggers was mouth-watering. There were some tricycle gear aircraft, too. (I imagine the pilot of a King Air that arrived mid-afternoon Saturday was scratching his head just a bit.) While it was definitely a taildragger-oriented event, Judy purposefully opened it to all lady pilots “and their friends,” so all of us could appreciate them. And I am very glad she did. I’ve been a fan of tailwheel airplanes since getting some stick time in an Aeronca Champ. There’s just no better way to fly low and slow, but if you want to fly far and fast, a tailwheel airplane can do that for you, too. Just ask Kelly and Cathy.